MatthewH

I keep looking at that pic on SDPC's website and man does it look SWEET! I found Vortec heads from Jegs for 219.00 apiece + the 6.99 handling charge (not bad considering shipping from Scoggin would cost me $70). So basically I could have the heads and intake plus the essentials (gaskets, hardware, etc...) ready to bolt onto the motor for about $950. As for the EGR setup that can all go on later once the cam is in and the rockers are on. Has anybody done the 305 Vortec TBI yet? BTW...are the head gaskets different from conventional SBC's? How about the hardware?

Thanks,

Matthew C. Hall

Tas

I dunno where you got $950 from but you would need those heads milled for the 305. the intake and all the gaskets are totaly different on Vortecs. UnderdogRS has some 305 Vortec heads that I think he's getting rid of. Maybe he'll chime in.

------------------
-Tas
'89 Formula WS-6

305, TBI, auto, 14x3 chrome flat based open element with K&N, Milodon 160* thermo, functional Formula hood, cross-flow Flowmaster, '99z28 rear pipes and tips....

Soon to be installed:
Hooker 1-5/8" 50 state legal headers, Dynomax 3" I pipe (PN 44063 and 43248), Catco 3" cat, and injector spacer.

Super GRK_Taz World
F-Body Dual Exaust
EFI & Intake Options
AOL IM: superGRtaz

FastBroker

I thought Jeg's added a substantially EXTRA fee for having cylinder heads shipped, no???

MatthewH

The $950 comes from 446.00 for the heads from Jegs (I added used thier site to calculate shipping-it's still the 8.99 handling charge) and another $60 to get my machine guy to take them down to 58 cc. The intake from Scoggin Dickey is about $350.00 and I figure I'll spend about $100.00 more on hardware and gaskets...

Later,

Matthew C. Hall

FastBroker

Why not just get the SDPC Vortec HEad kit and a TBI adapter plate for the included Performer Vortec manifold? The kit is less than $700 and comes with

heads
head bolts
head gaskets
intake
intake bolts
intake gaskets
rocker arms/*****/nuts (ZZ4 pieces)

All you gotta do is flycut the heads and buy a TBI adaptre plate for like $60 for a NCIE Holley Al one... just my .02

MatthewH

Fast Broker,

I thought about it, but I'm not to sure about hood clearance-this engine is going into my Volvo 740 sedan...although I have thought about setting up a remote filter system so that I can plumb some rubber ductwork to a low profile "cap" on the throttle body itself. Once I do a bit of figuring with this I may be able to make it work...

Later,

Matt

MatthewH

Oh yeah...what is flycutting? I thought that was something that was done to pistons?

Just curious,

Matt

UnderDogRS

yeah, i put the L30 vortec heads on my car. love'em!! i put a victor intake on top w/ a 454TB and am/was working on my chip...but i got a deal on an lt1 parts car, so im gonna swap the drivetrain..

im selling the heads,intake and TB .. if your interested let me know...i'll let them go cheap

amnewman@mpinet.net

------------------
<A HREF="http://ca.geocities.com/zander0710/" TARGET=_blank>
1992 Camaro RS</A>

Next Mod's
3.42/3.73 gears
SLP POSI
2800 stall converter
TransGo shiftkit

Best Time: (old times)
15.279@89.02MPH
Underdog Racing

89RagTopRS

I was considering them on my car. What kind of compression change do you get?

------------------
Member of the Jersey Fbody Crew(JFA)

1989 Camaro Convertible RS
dark silver w/black top
305tbi, auto, 2.73 posi
SLP exhaust, 16x8 black
Check out Phil's Rice Boy Page

snflupigus

theres all that for sale in the classifieds here.

prscarf

i was looking a the vortecs for months wondering if it was worth the effort and this is what i came up with.

vortec:
need to purchase special intake or have the holes redrilled in the heads.

egr has to be reworked.

self aligning rockers are required.

cast head which limits compression ratio, 9.5:1.

prone to cracking.

limited cam lifts to .457"

no screwed in studs

no guide plates

small valves.

add all this up and it cost close or over to a grand.


aluminum heads:
using a head like trick flow you have a great flowing head with large stainless valves, guide plates, screwed studs, 1.5"valve springs and can handle a healthy cam grind

intake manifolds for sbc are a very cheap off ebay.

adapter plate for tbi is $40

run up to 10.2comp. on pumped gas without ping

all for about the same price and will outperform a vortec head.


if you don't beleive me see this site (www.shelby.net/mgervin/gm350.htm) and they do a indepth trial with a stock 350sbc and all the heads mentioned to achieve 400hp. they conclude use the aluminum trick flows over vortec heads.

JPrevost

Check out the specials over at Jim Pace.
http://www.paceparts.com/
They have complete vortec heads with guidplates, larter springs, and 3/8 ARP screw in studs. All for $710.

------------------
, Jon (350 TBI!)
91 Red My website

prscarf

why buy a vortec when you can get aluminum c/w 2.02" flow tested trick flow 23deg for $817 on ebay. they outflow the vortec!

prscarf

the site i mentioned to see articles on vortec vs aluminum is at this site:

http://personal.clt.bellsouth.net/cl...in/chp/chp.htm

i got changed from my first post.

prscarf

the hell with it i just copied the article for all to view.


POWER PER DOLLAR

Once Ed had reassembled the engine, he again bolted it to Ken Duttweiler's Stuska dyno, and began pulling levers. The rest of the engine remained just as it had been outfitted in the previous tests, including the 1-5/8-inch Hooker headers, Borla mufflers, Edelbrock Performer RPM intake, Holley 750cfm carburetor, CompCams 268 Xtreme Energy camshaft, and 1.6:1 Magnum rockers. Ed set the ignition at 37 degrees of total timing and after warming up the engine, he made the first of several dyno sweeps. Despite the low compression, the engine still made outstanding torque, pulling over 400 lb-ft from 3,200 all the way up to 5,000 rpm. Peak torque occurred at 4,000 rpm where it cranked out an impressive 423 lb-ft. Moving down the chart, peak horsepower occurred at 5,700 rpm where the aluminum heads flowed enough air to crank out 416 hp.

Ed experimented with rocker ratios, timing, and jetting, but the power numbers just moved around but never improved enough to warrant the effort. The logical step is to compare the 416 hp from these aluminum TFS heads to the iron Vortec heads that made 408 hp. The iron Vortec heads are certainly less expensive at only $400 for the pair versus the Summitt heads at $800 per pair. But the Vortec heads also benefited from pocket porting. In the "Part IV" story (Dec. '99), we tested the Vortec heads before and after porting and saw a 13hp gain with no substantial increase in torque.

If you were to take a set of the iron Vortec heads to a cylinder-head specialist such as McKenzie's Cylinder Heads (which did the Vortec heads), minor pocket-porting work would cost roughly $250. Add this to the $400 initial cost, and now the TFS heads start to look more attractive, since for only slightly more money you can have the lighter aluminum heads that obviously show greater potential right out of the box. We really can't compare the unported Vortec heads to the stock TFS heads because we changed the exhaust and a couple other minor items that make this an inaccurate comparison.

Regardless of which head you choose, it's clear that just duplicating this combination guarantees you a solid 400hp 350 that will crank out well over 400 lb-ft of torque. We plugged this TFS head power curve into a theoretical 3,500-pound Chevelle with a TH350 trans, a 2,600-stall converter, 3.55 gear, and a 9-inch-wide sticky tire 26-inches tall (like a BFG Drag Radial). Using the Racing Systems Analysis Quarter Pro program, the simulation estimates the car would run 12.20s at around 112 mph. This is plenty quick for a street car, and yet is very conservative since the engine's running through the lights at only 5,250 rpm. This is important since cast pistions don't live very long at high rpm.

FastBroker

I'd rather use out-of-the-box Vortec's with upgraded valve springs and retainers. Done it and it works CHEAP and well enough for a street motor.

NTChrist

prscarf: I'd like to know how you're going to fit 2.02"'s on your small-bore 305.
I hope you enjoy digging valve parts out of the cylinders.

69 posts! Yeah!

------------------
No guts, no glory.

[This message has been edited by NTChrist (edited May 24, 2001).]

prscarf

prscarf

[QUOTE]Originally posted by NTChrist:
[B]prscarf: I'd like to know how you're going to fit 2.02"'s on your small-bore 305.
I hope you enjoy digging valve parts out of the cylinders.

69 posts! Yeah!

i have a 350 stroked to 383! and you can run 2.02" 1.60"exh. on a 305. seen one running on an 82 firefird!

MatthewH

I was thinking about a head with 2.02 valves, but the whole factor of the Valve shrouding the combustion chamber steered me away. I think one guy put it best when he said "It's like giving a 10 yr old a bigger shovel to make him move dirt faster." As far as performance I'll be happy with 200 horsepower with healthy amount of low end torque. The Volvo will be just over 2900 lbs so it's a bit lighter than a thirdgen, and it's got 4.10 rear gears. So 200 will seem more like 300

Later,

Matthew C. Hall

Tas

You guys know that NJ Speeder has 2.02 intake valve ya? as long as the cam isn't big enough to send it into the wall, you're fine.

------------------
-Tas
'89 Formula WS-6

305, TBI, auto, 14x3 chrome flat based open element with K&N, Milodon 160* thermo, functional Formula hood, cross-flow Flowmaster, '99z28 rear pipes and tips....

Soon to be installed:
Hooker 1-5/8" 50 state legal headers, Dynomax 3" I pipe (PN 44063 and 43248), Catco 3" cat, and injector spacer.

Super GRK_Taz World
F-Body Dual Exaust
EFI & Intake Options
AOL IM: superGRtaz

NTChrist

Hmm, I stand corrected. I thought that 2.02" intakes were a big no no on 305s.

------------------
No guts, no glory.